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SoCal regulators weigh weakened rules for emissions-free appliances

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Tuesday, April 8, 2025

In 2021, Gayatri Sehgal moved away from the fresh air of upstate New York and into the smog-choked city of Los Angeles. The pollution quickly made their asthma worse. On a given day, Sehgal might be short of breath or wheezing as their airways inflame. “I’ve felt valid anxieties about the air,” the 28-year-old said. Their symptoms are bad enough that they don’t know if they can continue living in the region. At a March 21 public meeting, Sehgal, a mental health worker focused on climate issues and an intern with the LA-area chapter of the Sierra Club, urged Southern California regulators not to delay in adopting clean air rules that would support the state’s plan to unleash millions of electric heat pumps — and net a major health win for residents like Sehgal. Regulators are deciding just how much to heed appeals like these. The South Coast Air Quality Management District is weighing new rules to reduce emissions of nitrogen oxides, or NOx, the smog-forming byproducts of combustion, by limiting the sale of home gas-fired furnaces and water heaters. About 10 million of these fossil-fueled appliances are currently installed throughout the region, home to more than 17 million residents across Los Angeles, Orange, Riverside, and San Bernardino counties. Although an earlier draft of the rules would have effectively banned the sale of gas-fired units, the agency’s staff walked back the idea after vigorous opposition from industry, business organizations, city governments, and others. Now, the agency is proposing to allow manufacturers to gradually ratchet down the amount of gas equipment they sell so long as they pay nominal mitigation fees. Starting in 2027, manufacturers would be required to aim for a sales target of 30% for appliances that meet zero-NOx emissions standards, i.e., heat pumps and heat-pump water heaters. The fraction would increase to 90% by 2036, but the rules would never require sales of gas appliances to actually stop. Some advocates are still pushing for updates with stronger teeth, saying the proposed fees are likely too small to get manufacturers to comply. But over two years into a prolonged process that has only diluted the initial proposal, supporters are also urging the agency to get the rules done as soon as possible and lock in their considerable health and environmental benefits. The full board for the district is expected to vote on the rules on June 6. NOx emissions are a nationwide problem that many states are actively working to solve. But the challenge is especially urgent in Southern California, which has some of the worst air quality in the country, according to the American Lung Association, a supporter of stronger draft rules. “We fail to meet several federal air quality standards,” said Sarah Rees, deputy executive officer at the air district, the oldest in the nation. ​“We really need to take all actions that we can to reduce those emissions.” Most NOx is from transportation sources, which are regulated by state and federal agencies. But under the SCAQMD’s jurisdiction are the fossil fuel–burning appliances in residential and commercial buildings. These pollution sources are responsible for roughly 76,000 asthma attacks, 30,000 lost school days, and 130 premature deaths each year, according to the advocacy group Coalition for Clean Air and climate think tank RMI. The annual health costs total about $2 billion. The district first set NOx emission limits on residential space heaters with Rule 1111 and residential water heaters with Rule 1121 in 1978. Regulators have progressively strengthened them over time, first beginning to consider the shift to zero-emission equipment in 2016. Though the proposed updates to the rules don’t represent a wholesale shift to NOx-free units, they could still reduce NOx emissions by 6 tons per day by 2060. For comparison, the more ambitious rules, which included space heaters in commercial buildings, would have enabled the South Coast to eliminate 10 tons of NOx per day by 2054. Still, 6 tons per day is ​“a pretty big chunk,” Rees told Canary Media. ​“It’s about 10% of all of the stationary source emissions [from every factory, refinery, power plant, etc.] in our region.” The public health benefits would be enormous, according to the district’s socioeconomic impact analysis: more than $25 billion from 2027 to 2053, including about 2,500 lives saved. Zero-NOx emissions standards taking off Zero-NOx standards for new home appliances aren’t a new concept. San Francisco Bay Area regulators adopted such rules in 2023, and the California Air Resources Board is developing a similar proposal for the entire state. The trend is growing outside of California, too. Maryland is developing zero-emissions rules for heating homes and businesses, and in 2023, eight more states — Connecticut, Hawaii, Massachusetts, New York, Oregon, Pennsylvania, Rhode Island, and Washington — committed to exploring such standards. The South Coast also has a recent history of health- and climate-aligned rulemaking. In 2023, regulators adopted a first-of-its-kind rule to electrify large commercial bakeries and kitchens. In 2024, they passed another landmark rule to electrify small industrial boilers and large water heaters. However, this time, critics got the district to refrain from requiring new space and water heaters be electric.

In 2021, Gayatri Sehgal moved away from the fresh air of upstate New York and into the smog-choked city of Los Angeles. The pollution quickly made their asthma worse. On a given day, Sehgal might be short of breath or wheezing as their airways inflame. “I’ve felt valid anxieties about the air,” the 28-year-old said.…

In 2021, Gayatri Sehgal moved away from the fresh air of upstate New York and into the smog-choked city of Los Angeles. The pollution quickly made their asthma worse. On a given day, Sehgal might be short of breath or wheezing as their airways inflame.

I’ve felt valid anxieties about the air,” the 28-year-old said. Their symptoms are bad enough that they don’t know if they can continue living in the region.

At a March 21 public meeting, Sehgal, a mental health worker focused on climate issues and an intern with the LA-area chapter of the Sierra Club, urged Southern California regulators not to delay in adopting clean air rules that would support the state’s plan to unleash millions of electric heat pumps — and net a major health win for residents like Sehgal.

Regulators are deciding just how much to heed appeals like these. The South Coast Air Quality Management District is weighing new rules to reduce emissions of nitrogen oxides, or NOx, the smog-forming byproducts of combustion, by limiting the sale of home gas-fired furnaces and water heaters. About 10 million of these fossil-fueled appliances are currently installed throughout the region, home to more than 17 million residents across Los Angeles, Orange, Riverside, and San Bernardino counties.

Although an earlier draft of the rules would have effectively banned the sale of gas-fired units, the agency’s staff walked back the idea after vigorous opposition from industry, business organizations, city governments, and others.

Now, the agency is proposing to allow manufacturers to gradually ratchet down the amount of gas equipment they sell so long as they pay nominal mitigation fees. Starting in 2027, manufacturers would be required to aim for a sales target of 30% for appliances that meet zero-NOx emissions standards, i.e., heat pumps and heat-pump water heaters. The fraction would increase to 90% by 2036, but the rules would never require sales of gas appliances to actually stop.

Some advocates are still pushing for updates with stronger teeth, saying the proposed fees are likely too small to get manufacturers to comply. But over two years into a prolonged process that has only diluted the initial proposal, supporters are also urging the agency to get the rules done as soon as possible and lock in their considerable health and environmental benefits. The full board for the district is expected to vote on the rules on June 6.

NOx emissions are a nationwide problem that many states are actively working to solve. But the challenge is especially urgent in Southern California, which has some of the worst air quality in the country, according to the American Lung Association, a supporter of stronger draft rules.

We fail to meet several federal air quality standards,” said Sarah Rees, deputy executive officer at the air district, the oldest in the nation. We really need to take all actions that we can to reduce those emissions.”

Most NOx is from transportation sources, which are regulated by state and federal agencies. But under the SCAQMD’s jurisdiction are the fossil fuel–burning appliances in residential and commercial buildings. These pollution sources are responsible for roughly 76,000 asthma attacks, 30,000 lost school days, and 130 premature deaths each year, according to the advocacy group Coalition for Clean Air and climate think tank RMI. The annual health costs total about $2 billion.

The district first set NOx emission limits on residential space heaters with Rule 1111 and residential water heaters with Rule 1121 in 1978. Regulators have progressively strengthened them over time, first beginning to consider the shift to zero-emission equipment in 2016.

Though the proposed updates to the rules don’t represent a wholesale shift to NOx-free units, they could still reduce NOx emissions by 6 tons per day by 2060. For comparison, the more ambitious rules, which included space heaters in commercial buildings, would have enabled the South Coast to eliminate 10 tons of NOx per day by 2054.

Still, 6 tons per day is a pretty big chunk,” Rees told Canary Media. It’s about 10% of all of the stationary source emissions [from every factory, refinery, power plant, etc.] in our region.”

The public health benefits would be enormous, according to the district’s socioeconomic impact analysis: more than $25 billion from 2027 to 2053, including about 2,500 lives saved.


Zero-NOx emissions standards taking off

Zero-NOx standards for new home appliances aren’t a new concept. San Francisco Bay Area regulators adopted such rules in 2023, and the California Air Resources Board is developing a similar proposal for the entire state.

The trend is growing outside of California, too. Maryland is developing zero-emissions rules for heating homes and businesses, and in 2023, eight more states — Connecticut, Hawaii, Massachusetts, New York, Oregon, Pennsylvania, Rhode Island, and Washington — committed to exploring such standards.

The South Coast also has a recent history of health- and climate-aligned rulemaking. In 2023, regulators adopted a first-of-its-kind rule to electrify large commercial bakeries and kitchens. In 2024, they passed another landmark rule to electrify small industrial boilers and large water heaters.

However, this time, critics got the district to refrain from requiring new space and water heaters be electric.

Read the full story here.
Photos courtesy of

Why Is a Floating Seaweed Taking Over an Entire Ocean? Researchers Have the Answer

Sargassum expansion across the Atlantic is tied to nutrient pollution and ocean circulation. Its growth now affects ecosystems and coastal communities. Researchers at Florida Atlantic University’s Harbor Branch Oceanographic Institute have compiled a comprehensive review covering forty years of data on pelagic sargassum, the free-floating brown algae that plays a crucial role in the Atlantic [...]

Brian Lapointe, Ph.D., a leading expert on Sargassum and a research professor at FAU Harbor Branch, emerges from Sargassum at Little Palm Island in the Florida Keys in 2014. Credit: Tanju MisharaSargassum expansion across the Atlantic is tied to nutrient pollution and ocean circulation. Its growth now affects ecosystems and coastal communities. Researchers at Florida Atlantic University’s Harbor Branch Oceanographic Institute have compiled a comprehensive review covering forty years of data on pelagic sargassum, the free-floating brown algae that plays a crucial role in the Atlantic Ocean. For decades, scientists believed sargassum was largely restricted to the nutrient-poor waters of the Sargasso Sea. It is now clear that this seaweed has become a widespread and fast-growing presence across the Atlantic, with its expansion tied to both natural variability and human-driven nutrient inputs. Published in the journal Harmful Algae, the review examines the emergence and persistence of the Great Atlantic Sargassum Belt, an enormous seasonal bloom that spans from West Africa to the Gulf of Mexico. Since first being observed in 2011, this belt has formed nearly every year—except in 2013—and in May reached a record biomass of 37.5 million tons. This figure excludes the long-term background biomass of 7.3 million tons typically found in the Sargasso Sea. Linking nutrient enrichment to sargassum expansion The analysis integrates historical oceanographic records, modern satellite data, and detailed biogeochemical studies to better explain shifts in sargassum abundance, distribution, and nutrient balance. The findings emphasize the influence of human-driven nutrient loading on ocean processes and the urgent need for international collaboration to track and mitigate the impacts of these vast seaweed blooms. “Our review takes a deep dive into the changing story of sargassum – how it’s growing, what’s fueling that growth, and why we’re seeing such a dramatic increase in biomass across the North Atlantic,” said Brian Lapointe, Ph.D., lead author and a research professor at FAU Harbor Branch. “By examining shifts in its nutrient composition – particularly nitrogen, phosphorus and carbon – and how those elements vary over time and space, we’re beginning to understand the larger environmental forces at play.” Sargassum on a beach in Palm Beach County in 2021. Credit: Brian Lapointe, FAU Harbor BranchAt the start of the review, Brian Lapointe and his colleagues, Deanna F. Webber, research coordinator, and Rachel Brewton, Ph.D., assistant research professor at FAU Harbor Branch, note that early oceanographers mapped the Sargasso Sea by tracking surface patches of sargassum. They assumed the seaweed flourished in its warm, clear, yet nutrient-poor waters. This idea later presented a paradox, as mid-20th-century researchers went on to describe the same region as a “biological desert.” Resolving the paradox with modern studies However, recent satellite observations, ocean circulation models, and field studies have resolved this paradox by tracing the seasonal transport of sargassum from nutrient-rich coastal areas, particularly the western Gulf of America, to the open ocean via the Loop Current and Gulf Stream. These findings support early theories by explorers who proposed that Gulf-originating sargassum could feed populations in the Sargasso Sea. Remote sensing technology played a pivotal role in these discoveries. In 2004 and 2005, satellites captured extensive sargassum windrows – long, narrow lines or bands of floating sargassum – in the western Gulf of America, a region experiencing increased nutrient loads from river systems such as the Mississippi and Atchafalaya. “These nutrient-rich waters fueled high biomass events along the Gulf Coast, resulting in mass strandings, costly beach cleanups, and even the emergency shutdown of a Florida nuclear power plant in 1991,” Lapointe said. “A major focus of our review is the elemental composition of sargassum tissue and how it has changed over time.” Growth rates and limiting nutrients Laboratory experiments and field research dating back to the 1980s confirmed that sargassum grows more quickly and is more productive in nutrient-enriched neritic waters than in the oligotrophic waters of the open ocean. Controlled studies revealed that the two primary species, sargassum natans and sargassum fluitans, can double their biomass in just 11 days under optimal conditions. These studies also established that phosphorus is often the primary limiting nutrient for growth, although nitrogen also plays a critical role. From the 1980s to the 2020s, the nitrogen content of sargassum increased by more than 50%, while phosphorus content decreased slightly, leading to a sharp rise in the nitrogen-to-phosphorus (N:P) ratio. VIDEOThe story of sargassum over four decades. Credit: Brian Lapointe, FAU Harbor Branch “These changes reflect a shift away from natural oceanic nutrient sources like upwelling and vertical mixing, and toward land-based inputs such as agricultural runoff, wastewater discharge, and atmospheric deposition,” said Lapointe. “Carbon levels in sargassum also rose, contributing to changes in overall stoichiometry and further highlighting the impact of external nutrient loading on marine primary producers.” The review also explores how nutrient recycling within sargassum windrows, including excretion by associated marine organisms and microbial breakdown of organic matter, can sustain growth in nutrient-poor environments. This micro-scale recycling is critical in maintaining sargassum populations in parts of the ocean that would otherwise not support high levels of productivity. Influence of Amazon River outflow Data from sargassum collected near the Amazon River mouth support the hypothesis that nutrient outflows from this major river contribute significantly to the development of the GASB. Variations in sargassum biomass have been linked to flood and drought cycles in the Amazon basin, further connecting land-based nutrient inputs to the open ocean. The formation of the GASB appears to have been seeded by an extreme atmospheric event – the negative phase of the North Atlantic Oscillation in 2009 to 2010, which may have helped shift surface waters and sargassum from the Sargasso Sea southward into the tropical Atlantic. However, the researchers caution that there is no direct evidence of this movement. Moreover, genetic and morphological data suggest that some sargassum populations, particularly the dominant S. natans var. wingei, were already present in the tropical Atlantic prior to 2011, indicating that this region may have had an overlooked role in the early development of the GASB. “The expansion of sargassum isn’t just an ecological curiosity – it has real impacts on coastal communities. The massive blooms can clog beaches, affect fisheries and tourism, and pose health risks,” said Lapointe. “Understanding why sargassum is growing so much is crucial for managing these impacts. Our review helps to connect the dots between land-based nutrient pollution, ocean circulation, and the unprecedented expansion of sargassum across an entire ocean basin.” Reference: “Productivity, growth, and biogeochemistry of pelagic Sargassum in a changing world” by Brian E. Lapointe, Deanna F. Webber and Rachel A. Brewton, 8 August 2025, Harmful Algae.DOI: 10.1016/j.hal.2025.102940 This work was funded by the Florida Department of Emergency Management, United States Environmental Protection Agency, South Florida Program Project, and the NOAA Monitoring and Event Response for Harmful Algal Blooms program. Historical studies included within the review were funded by the NASA Ocean Biology and Biogeochemistry Program and Ecological Forecast Program, NOAA RESTORE Science Program, National Science Foundation, “Save Our Seas” Specialty License Plate and discretionary funds, granted through the Harbor Branch Oceanographic Institute Foundation, and a Red Wright Fellowship from the Bermuda Biological Station. Never miss a breakthrough: Join the SciTechDaily newsletter.

Effort to Curb Southern California Rail Yard Pollution Stalls Under Trump

The region’s rail yards continue to pose serious health hazards, prompting local advocates to push state leaders for action. The post Effort to Curb Southern California Rail Yard Pollution Stalls Under Trump appeared first on .

This story was supported by the Climate Equity Reporting Project and the Stakes Project at UC Berkeley School of Journalism. When MaCarmen Gonzalez moved from Mexico to the city of San Bernardino, east of Los Angeles, two decades ago, she brought one of her two sons with her. Soon after, he began suffering from asthma, while the son who remained in Mexico stayed healthy. The contrast convinced Gonzalez that the air in her new community — which had become a major distribution hub for Amazon and other online retailers — was making people sick. She began organizing with People’s Collective for Environmental Justice, a local environmental group, after seeing many of her friends fall ill with cancer — and in some cases — die from the disease. She attributed their illnesses to the unhealthy air.   Earlier this year, San Bernardino County — home to more than 2 million residents, the majority of whom are Latino — was ranked the nation’s worst for ozone pollution by the American Lung Association for the 15th consecutive year. “If you can’t leave, then you are stuck with the situation here, and you start to notice the health impacts building,” she said. “It often starts with allergies, and then it gets worse.” Over the last several years, Gonzalez and other community members have rallied residents to protest and testify at local regulatory hearings, pressing for tougher oversight of what’s known as the logistics industry. Their movement gained momentum when local air regulators began drafting rules aimed at cutting pollution from warehouses and Southern California’s two massive ports. MaCarmen Gonzalez with a group of environmental justice activists near the San Bernardino rail yard. Photo courtesy of People’s Collective for Environmental Justice. Last summer, organizers won a major victory when the South Coast Air Quality Management District agreed to regulate rail yards, an often-overlooked but heavily polluting corner of the shipping industry. Health studies going back nearly two decades have found elevated cancer risk in communities near rail yards, including the BNSF Railway intermodal facility in San Bernardino, as well as reduced lung function in children going to school nearby. The pollution that trains, trucks and other vehicles generate in rail yards don’t only pose health risks to local residents, they’re also a significant source of climate-warming emissions.  But just as air regulators were preparing to crack down on the pollution coming from the 25 rail yards in the region, the effort hit a wall — a new presidential administration hostile to  environmental regulation.  Consequently, the rule that the South Coast Air Quality Management District adopted last summer intended to make rail companies like BNSF and Union Pacific Railroad clean up their operations is now off the table. The rule would have required the companies to dramatically reduce the toxic emissions generated by their Southern California rail yards, make plans to add zero emissions infrastructure and replace some diesel-powered equipment with cleaner electric alternatives. It was a blow to communities like San Bernardino, where pollution from goods movement has grown alongside the rise in e-commerce. It also threw a wrench in one of the region’s more promising strategies for addressing the persistent, interconnected problems of climate change and air pollution. And it’s just one of many ways communities could suffer under the Trump administration’s broad-based attack on environmental regulations. For now, local residents in San Bernardino are looking to state officials to rein in air pollution in their communities. But they face steep opposition from rail companies and industry lobbying groups. *   *   * The Inland Empire, where Gonzalez lives, is a basin-shaped region that stretches east of Los Angeles County, and includes the cities of San Bernardino, Riverside and Ontario. The towering San Gabriel Mountains, which form the region’s backdrop, are often obscured by a layer of gray-brown haze laden with lung-damaging particulates and other pollutants that get trapped by the peaks and hang in the air. The pandemic hastened the expansion of Southern California’s shipping industry, but the warehouses began to replace farms in the area as far back as the 1980s. Their proliferation has led to sprawl at a massive scale and has attracted over 600,000 trucks a day to the region. They transport everything from clothing and shoes to appliances and home goods from the ports of Los Angeles and Long Beach. Numerous studies have shown that living near transportation corridors is associated with higher rates of heart disease and cancer, adverse birth outcomes, negative effects on the immune system and neurotoxicity. “It’s funny to think you could be going out to exercise, but you might actually be hurting yourself more than you’re helping,” said Gem Montes, another organizer with People’s Collective for Environmental Justice, who started a citizen science project focused on testing the air after realizing air pollution was hampering her ability to go outside. She worked with high school students who found high levels of air pollution in their school and homes.   Montes lives in Colton, known as the “hub city,” which is home to the Union Pacific West Colton yard, another major rail yard.  Rail yards are built to include dozens of parallel tracks used for storing, sorting, loading and unloading train cars and locomotives. They use retired diesel locomotives to move trains around the yards — engines that are more polluting than people typically see traveling around the state.  And the trucks that park at the rail yards often idle for hours at a time. And the pollution they generate is not just from their emissions. There is also noise. Residents living near rail yards hear the sound of metal gnashing against metal as freight trains pass by, moving products from warehouses to far-flung distribution centers. At all hours of the day, trucks loaded up with cargo rumble through Inland Empire communities, headed to nearby warehouses, including a 1-million-square-foot Amazon fulfillment center. *   *   * The rules championed by environmental and community groups to curb emissions from rail yards and other polluters were part of a creative strategy employed by local air regulators in recent years to work around restrictions on regulating cars, trains and trucks, which typically cross state lines, placing them primarily under federal jurisdiction. These so-called indirect source rules allow local regulators to target emissions generated by trains and vehicles that are associated with stationary facilities — such as warehouses, sports stadiums or, in this case, rail yards — that attract significant traffic. The South Coast Air Quality Management District’s first indirect source rule was aimed at cutting vehicle emissions directly connected to warehouses. It was adopted in 2021 and imposes environmental fees on warehouse owners, which they can offset by adding solar panels to their roofs, replacing diesel loading vehicles with electric ones, or providing chargers for electric trucks.  Then, last August, the AQMD adopted a similar rule for rail yards, and community members were cautiously optimistic.  The rule required BNSF and Union Pacific to cut smog-forming nitrogen oxide pollution at all 25 rail yards in the region — an 82% reduction by 2037 — and mandated that the rail operators plan to build charging and other infrastructure to support zero-emission operations. A row of shipping containers sit in a lot next to a San Bernardino neighborhood. Photo: Jeremy Lindenfeld. It would have been an incremental step toward broader electrification of the rail industry in the state — and it would have paved the way for Union Pacific and BNSF to electrify their freight handling equipment and add charging infrastructure to the rail yards. However, the rule was written to take effect only after the state passed two related laws aimed at cutting emissions in trucks and passenger trains. And the California Air Resources Board (CARB), the state regulator that partners with 35 regional air districts, withdrew both rules from the EPA process in January, shortly before Trump took office, in recognition that approval by the new administration was dead on arrival.   Two large railroad industry trade groups, the Association of American Railroads and the American Short Line and Regional Railroad Association, had opposed the in-use Locomotive Regulation, which would have required train operators to begin transitioning their equipment to zero emissions. Both groups sued CARB in 2023 over the rule.  Neither BNSF nor Union Pacific responded to Capital & Main’s requests for comment.  *   *   * Now activists are hoping that the state can regulate the rail yard on its own — and state officials seem open to trying. This spring Rainbow Yeung, a spokesperson for AQMD, told Capital & Main that the agency was “continuing to discuss potential paths forward with CARB.” In March, Assemblymember Robert Garcia introduced Assembly Bill 914, which would have affirmed CARB’s authority to oversee indirect sources. But after it was amended, he placed it on hold, effectively killing it for the year. The nonprofit advocacy organization Earthjustice sponsored the bill alongside Garcia. Adrian Martinez, director of the organization’s Right To Zero campaign, says that the legislation will be reintroduced in early 2026.  A state-level rule targeting a range of “pollution magnets,” including rail yards, would be a novel step for California, which has been granted waivers by the EPA under both Republican and Democratic administrations that allow the state to go beyond federal air quality regulations. CARB listed the strategy in a recent set of recommendations to Gov. Gavin Newsom aimed at filling in the gaps left by the Trump administration’s efforts to undermine the state’s climate policy. “With our clean air standards under attack by the Trump administration, it’s vital that California brings more tools to the table to clear smog,” said Martinez. The Supply Chain Federation, an industry lobbying group that fought against AB 914, has expressed concern about the potential shift toward a statewide rule targeting indirect pollution sources. The group “will continue to oppose similar proposals in the future,” said Sarah Wiltfong, chief public policy and advocacy officer for the federation in an email. The Supply Chain Federation released a report in July calling AQMD’s warehouse indirect source rule  “deeply flawed, economically harmful, and environmentally ineffective” and said it wants CARB’s other existing approaches to vehicle emissions standards to continue instead.   Andrea Vidaurre, co-founder of People’s Collective for Environmental Justice, feels optimistic about the potential for a state-level indirect source rule but added that it is not the only way forward.  “Rail yards are a huge source of air pollution, so if it’s not through [an indirect source rule], we’re asking what else California can do to make sure that it’s looking at [vehicle] idling limits, infrastructure upgrades, whatever it might need to do to have these places ready for [electric trains] — technology that exists everywhere else in the world but here.” And while electrifying trains and trucks would go a long way toward reducing pollution and cutting greenhouse gases, Vidaurre and her fellow advocates say that the larger issue of consumption — how much and how we buy — is the elephant in the room.  Even last fall, when it seemed all but guaranteed that the region would take an incremental step toward cleaning up its rail yards, she said the new regulations wouldn’t be a silver bullet.  “The problem is that we’re concentrating everything in one community,” said Vidaurre. “Forty percent of the nation’s imports move through these two ports.” But even if trucks and trains get electrified, she added, we still need fewer of them on the road. Copyright 2025 Capital & Main. Maison Tran is a UC Berkeley California Local News Fellow.

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